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  #1461  
Old Posted Aug 15, 2019, 5:28 PM
Crawford Crawford is online now
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Originally Posted by electricron View Post
And Acela is not responsible to help fund that $28 billion repair bill?
Some of it, yes, but obviously most repairs are the responsibility of states, given they run the commuter agencies that dominate the corridor.

Acela is not the major operator on the NE Corridor. 90-95% of the train traffic on the busiest portions of the NE Corridor consists of NJ Transit and Metro North. The ARC project is primarily a NY-NJ project, not an Amtrak project. Commuter traffic, not Amtrak, drives the corridor.
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  #1462  
Old Posted Aug 15, 2019, 5:55 PM
llamaorama llamaorama is offline
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So are we ever going to stop pointing fingers and saying it won’t work and actually built some good rail in this country, or what?
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  #1463  
Old Posted Aug 15, 2019, 7:28 PM
jmecklenborg jmecklenborg is offline
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Originally Posted by llamaorama View Post
So are we ever going to stop pointing fingers and saying it won’t work and actually built some good rail in this country, or what?
113 miles of true, purpose-built 200+mph HSR is under construction in California as we speak.
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  #1464  
Old Posted Aug 15, 2019, 8:20 PM
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  #1465  
Old Posted Aug 15, 2019, 9:27 PM
jmecklenborg jmecklenborg is offline
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Originally Posted by SFBruin View Post
I think that that number is a little bit misleading. The construction is between Madera and Bakersfield.

According to the fact sheet it's 119 miles:
https://www.hsr.ca.gov/docs/newsroom..._Factsheet.pdf

Currently Amtrak runs 5-6 trains per day along this route with roughly 3 hours scheduled between Bakersfield and Madera, a distance of about 130 miles.

They'll cut an hour off this run easily when they shift the existing Amtrak trains onto the HSR tracks since there will be no freight delays (although there might be some in Bakersfield) and they should be able to operate at 110mph+ with diesels, as does Amtrak's Wolverine in Michigan on conventional tracks.

Also, ACE to San Jose might be made to operate diesels on the HSR tracks as well.
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  #1466  
Old Posted Aug 16, 2019, 2:01 PM
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Quote:
Originally Posted by jmecklenborg View Post
According to the fact sheet it's 119 miles:
https://www.hsr.ca.gov/docs/newsroom..._Factsheet.pdf

Currently Amtrak runs 5-6 trains per day along this route with roughly 3 hours scheduled between Bakersfield and Madera, a distance of about 130 miles.

They'll cut an hour off this run easily when they shift the existing Amtrak trains onto the HSR tracks since there will be no freight delays (although there might be some in Bakersfield) and they should be able to operate at 110mph+ with diesels, as does Amtrak's Wolverine in Michigan on conventional tracks.

Also, ACE to San Jose might be made to operate diesels on the HSR tracks as well.
All you wrote before is very true. Meanwhile, those very heavy diesel locomotives with their heavy coaches are going to prematurely wear out your brand new rail tracks designed and built for much lighter high speed trains.
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  #1467  
Old Posted Aug 16, 2019, 2:27 PM
jmecklenborg jmecklenborg is offline
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Originally Posted by electricron View Post
All you wrote before is very true. Meanwhile, those very heavy diesel locomotives with their heavy coaches are going to prematurely wear out your brand new rail tracks designed and built for much lighter high speed trains.
They'll be able to run the same rolling stock as electrified Caltrains on HSR, since they will eventually be one in the same, so it's more likely that they'll attempt to piggy-back on the Caltrains order and order 3-4 electric locomotives for the HSR section and then switch to a conventional diesel at Merced. When Pacheco is finished, they can sell the unneeded electric locomotives to Caltrains as backups.
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  #1468  
Old Posted Aug 16, 2019, 6:47 PM
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Originally Posted by electricron View Post
Somehow lost is the amount of money spent on the St. Louis to Chicago rail corridor and the Detroit to Chicago rail corridor within the last 15 years, without a single mph increase in average train speed resulting from the large expenditure.
US contribution: $1.6 billion in Illinois, $640 million in Michigan.
Illinois contribution $400 million.
Michigan contribution $150 million
Subtotal for the midwest = $2.790 billion.

I repeat, not even one mph increase in average speeds of the trains.
Well at least for the CHI-STL line, the reason is that it's not done yet, the signal work still needs to be done.

Similarly, the new span of the bay bridge (~7Billion dollars) also had no positive impact until it opened...
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  #1469  
Old Posted Aug 16, 2019, 9:22 PM
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If my latest experience is any evidence, long stretches of 110mph kind of gets cancelled out when you have to sit in Summit for 30 minutes waiting on a freight movement.
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  #1470  
Old Posted Aug 17, 2019, 12:26 AM
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Originally Posted by Busy Bee View Post
If my latest experience is any evidence, long stretches of 110mph kind of gets cancelled out when you have to sit in Summit for 30 minutes waiting on a freight movement.
This is why we need separated tracks for freight and passenger trains. Everyone benefits.
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